Train brake equipment



Patented Nov. 22, 1938 einen PATENT orties I 2,137,228 TRAIN BRAKE EQUIPMENT Eilis E. Hewitt, Edgewood, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of E'ennsylvania Application October, 1935, Serial No. 43,143

` 14 Claims.

This invention relates to train brake equipments, and more particularly to brake equipments for high speed trains and traction vehicles, such Y for example as is described and claimed in my 5. copending application Serial No.' 741,063, filed August 23, 1934.

In the copending application above referred to,

I'have disclosed a brake equipment for high speed A trains and traction vehicles in which applications 1U may be effected electropneumatically by straight air operation or automatically upon reduction of pressure in a normally charged pipe. In addition,'I have shown the adaptation of a retardation controller device for limiting the rate of retardation which may be produced by an application of the brakes.

With the type of retardation controller device disclosed in the said copending application, the adjustment of the device is such that during service appiications of the brakes the device can function to prevent the rate of retardation from exceeding some one chosen value only, while in an emergency application it can prevent rates above some one higher value only. With such limited adjustment, when the retardation controller device assumes control of the application the control by the operator at the brake valve or brake controller is limited, as he can not thereafter increase the degree of brake application, but may decrease it only. Under such circumstances the operator may not be able to vbring the train or vehicle to a stop at some predetermined point, nor may he be able to stop the trains in the shortest possible distance permitted by track conditions,V

In order that the operator mayv have full conrol over the brake application at all times,'it

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is highly desirablev that he should be able tov alter the adjustmentV of the retardation controller device as his judgment dictates, so that he-may make stops at desired points or in the shortest possible distance. To accomplish this the adjustment of the retardation controller device should be in response toand under` the control of the Voperators brake valve or brake controller device, It is therefore an object of the present invention to provide a brake equipment in which the adjustment of the retardation controller device is directly under the control of the operatorY in response to manual manipulation of the brake valve device.

It is a cardinal principal of safety that a railway train or vehicle should never be put into operation until the brakes thereon are fully con- 55, ditioned to produce a brake application when desired. Therefore, in equipments such as illustrated' in the aforesaid copending `application where brake applications may be made by reducing the pressure in a charged pipeand releasing the application by again restoring thepressure in said pipe, the trainer vehicle should not be put into operation until the pipe and associated equipment have been charged toa degree such that a brake application can readily be made. l.

It is a further object of this invention to provide a Ylluid `pressure brake equipment in which during initial charging of the equipment the brakes are Vauton'ratically applied and Vheld applied until the equipment will have been charged to a pressure at or above a predetermined value, which value is to a degree such that a brake application may be made readily and Vto a degree sulicientto insure stopping of the train or vehicle. Y

Other objects and advantages of the invention, dealing with specic construction and arrangement of parts, will be more fully understood from the following description, Awhich is taken inV connection withr the single figure of the attached drawing showing one embodiment of the inven- 25 tion.

Referring now to this drawing, I have shown the invention as embodied inA a simple form of combined straightair and automatic brake equipmem, but 11; win be understoodrby those skxued in 30 y the art that the invention maybe adapted to a number of types of brake equipments, and in particular to the type disclosed in my said copending application Serial No. 741,063.

In the embodiment here illustrated, I have shown a brake equipment having a brake cylinder I to which fluid under pressure may be supplied by operation of a magnet valve device Il during electropneumatic or'straight air operation, or by operation of an automatic valve device I2 during automatic operation.

A pneumatic switch device I3 is provided for controlling operation of the magnet valve device Il, and a brake valve device I 4 is provided to .control operation of the switch device I3. The 45 brake valve device i4 also controls the pressure in a brake pipe|5 to control operation of the automatic valve device I2.

A retardation controller device IE isl provided for limiting the rate of vretardation which may be produced by an application of the brakes during electropneumatic or straight air operation.

An application holding valve device II is provided to eiect an application of the brakes during initial charging of the equipment, and to maintain the application until the brake pipe I5 will have been char-ged to or above a prede` terminecl value.

Considering now more in detail the devices and apparatus above referred to, the magnet valve device comprises an application portion I8 and a release portion I9. The application portion I8 consists of a supply valve 26 urged toward a seated position by a spring 2|, and adapted to be actu-v ated to an unseated position upon energization of an application electromagnet in the upper part of the valve device casing, which when energized actuates a stem 22 downwardly to unseat the valve.

The release portion I9 consists of a release valve 23 which is urged-toward a seated position by a spring 24, and which is adapted to be actuated to an unseated position upon energization of a release electromagnet in the upper part of the casing, which when energized actuates a stem 25 downwardly to unseat the valve.

The automatic valve device I2 is embodied in a casing having a slide valve chamber 21 and a piston chamber 28. Disposed in the slide valve chamber 21 is a main slide valve 29 and positioned on top of the main slide valve is a graduating valve 36. For operating the main and graduating valves there is disposed in the piston chamber 28 a piston 3| having a stern 32 recessed to receive the graduating valve 36 so as to move it coextensively therewith, and having shoulders 33 for engaging the main slide valve 29 after a lost motion movement, so as to shift this valve between a release position and an application position.

The slide valve chamber 21 is connected by pipe 34 to an auxiliary reservoir 35, while the piston chamber 28 is connected by pipe and passage 36 to the aforementioned brake pipe |5. When the brake pipe I5 is charged to normal value of pressure, piston 3| will be maintained in the position shown in the drawing, and in this position the graduating valve 35 will blank a port 38 in the main slide valve 29. piston chamber 28 is in communication with slide valve chamber 21 by way of feed groove 39, so that the auxiliary reservoir 35 may be charged from the brake pipe I5.

W'hen a service reduction in brake pipe pressure is effected, the piston 3| will move upwardly due to the overbalancing pressure therebelow until it engages a graduating stop 40, which is urged downwardly by a spring 4|. When the piston engages the graduating stop it is arrested, and in this position of the piston the graduating valve 38 uncovers port 38 while the main slide valve 29 has been shifted to a service application position where port 38 registers with a choked passage 42.

If, however, an emergency reduction in brake pipe pressure is eifected, the overbalancing pressure below piston 3| will be great enough to compress the graduating spring 4| and move piston At the same time,'

therein and dening two pressure chambers 46 and 41. Springs 48 bias the diaphragm 45 to a normal position in which the diaphragm, through stems 49, maintains closed a set f release contacts while maintaining open a set of application contacts 5|. lThese two sets of contacts are suitably insulated from the casing and other grounded parts as is shown in the drawing.

When fluid under pressure is supplied to the upper chamber 46 the diaphragm 45 is actuated downwardly to open the release contacts 5|) and to close the application contacts 5| When thereafter uid und-er pressure is supplied to the lower chamber 41 to a degree slightly below that supplied to the chamber 46, diaphragm 45 will move upwardly to open the application contacts 5| and to at the same time maintain open the release contacts 50. If the pressure in chamber 41 should rise to a degree equal to or greater than the pressurein chamber 46 release contacts 50 will be closed.

The brake valve device I4 comprises a selflapping portion 54 and a rotary valve portion 55, which two portions are assembled with casing members to dene a pressure chamber 56.

The self-lapping portion is provided with a supply valve 51 urged toward a seated position by a spring 58. When the supply valve 51 is unseated fluid under pressure may flow from a feed valve device 59, which is connected to a main reservoir 68 by Way of a pipe 6| having a restriction 62 therein, by way of pipe 63 and passage 64 to the pressure chamber 56. When the supply valve 51 is seated this flow is cut oif.

Disposed in a chamber 65 in the self-lapping portion is a movable abutment 66, which is subject on one side to pressure of fluid supplied to the pressure chamber 56 and on the other side to pressure of a regulating spring 61. Contained interiorly of the movable abutment 66 is a release valve 68, which is urged toward an unseated position by action of a spring 69. When the release valve 68 is unseated, a communication is established between the pressure! chamber 56 and the atmosphere, by way of passages and 1|, chamber 65, and exhaust port 12. When the release valve 68 is seated this communication is closed.

Tension on the regulating spring 61 may be regulated by a regulating member 13, which has associated therewith an adjustable stop 14 for determining movement of the movable abutment to the right by engaging a stem associated with the movable abutment.

For unseating the supply valve 51 and seating the release valve 68, there is provided a mechanism including spaced levers 11 pivotally secured to and carried by a plunger 18 slidable in a bore 19 in the casing. The upper ends of the spaced levers 11 carry a stern 8D, one end of which is adapted to engage the supply valve 51. The lower ends of the spaced levers 11 carry a roller 8| for engaging the end of the release valve 68.

When the plunger 18 is actuated to the right, due to the fact that th-e release spring 69 is made lighter than either the supply spring 58 or the regulating spring 61, the spaced levers 11 pivot about their upper ends and effect seating of the release valve 68. Thereafter, upon further movement of the plunger 18 the spaced levers 11 pivot about their lower ends and effect unseating of the supply valve 51. The regulating spring 61 is preferably designed to be unappreciably compressed during this operation, so that the supply valve 51 is unseated approximately to a degree corresponding to the movement of theplunger -18 to the right. i' 'After'the plunger" 18 has been moved to-some chosen position to the right, the pressure of fluid thus supplied to the pressure chamber 56 by the unseating of supply valve 51 will act upon` the movable abutment 66`and gradually move Vit to the right as the pressureincreases. The spaced levers 11 will be rocked about theirpivotal connection withthe plunger 18, to seat the supply valve'51 at a pressurein the chamberV 56 as detrmined by' thel tension on spring 61 andthe degree of vm'ovementof the plunger 18 to the right.

nFor moving the plunger 18 to the right there is provided a cam 82 secured to an operating shaft 83', which is rotatable upon movement of a handle -84 Afrom a release position into a service applica- -tion zone. The parts are sodesigned that `as the handle 84 is moved into the application zone the 'cam 82 progresssively actuates thejplunger 18"to the right, and the closing of the' supply valve 51 takes place at a pressure corresponding 'substantially to the degree or extent of movement of the handle 84. The pressure established in chamber 56 therefore corresponds substantially to the position of handle 84 in the serviceapplication zone. i

The rotary valve portion 55 comprises an 'inner casing defining a rotary valve'chamber'l05' in Vwhich is disposed a rotary valve |06' operated by the aforementioned shaft 83. A spring |01 assists in holdingV the rotary Avalve k|06 upon its seat. The chamber is in constant open communication with the feed valve device 59 by way of passage |08 and the aforementioned pipeV 63. T'In the release 'position of the brake valve hand1e"'84,`a port |09 in the rotary valve connects pipe I5. When the handle 84` has been'moved beyond the service application zione to either a pneumatic service or an emergencyposition, the rotary valve |08 disconnects the brake pipe VI5 fromthe chamber |85, and reconnects the brake pipe to an exhaust passage I I0, to vent the brake pipe to the atmosphere. However, for all positions of the handlevl'in the serviceapplication Zone the brake pipe remains connected tothe chamberl. 'n The 'feedvalve device 59 is preferably one of the types commonly employed in fluid pressure brake systems, the function of which, as is well known in the art,`is to maintainv a constant pres- 'sure ofV fluid supplied from the main reservoir 60.

The retardation controller device I6 is em'- `bodied in a casing having a pendulum 86 pivotally mounted at 81 Vand having secured thereto and insulated therefrom two contacts 88 and 89. The pendulum is normally biased against a stop 90, 1n which position the contact 89 Vengages and bridges two'stationary contacts 9|. f

` The retardation controller device is preferably positioned on the vehicle so that when the vehicle is deceleratng the pendulum 86 is urgedl to the left. As the pendulum moves to the left, contact 89'disengagesV from contact 9| and thereafter the other movable contact 88 engages and bridges stationary contacts 92;

Movement of the pendulum to the left is opposed by a spring compressed plunger 93, which is at all times urged into contact with the pendulum by a spring 94. The spring 94 only'opposes movement `of the pendulum up to the point where` contact 89 disengages, from contacts 9 I, and at this point `a flange 95 on the plunger'93 engages a washer 96, and thereafter movement of the pendulum is alsoV opposed by another spring 91. v

The tension on the spring 94 may be varied byvarying pressure applied to an abutment 98, through actuation of a lever 99. The lever 99 is pivotally mounted intermediate its ends at |80 to Vsome element of the retardation controller casing. A roller 85 in one end of the lever 99 bears upon the abutment 98 while the other end of the lever is connected to a'piston I0| disposed in a piston chamber |02. A spring |03 urges the piston |0| to the right. When fluid under pressure is supplied to the piston chamber |02 the piston |I|| is actuated to the left, thereby rocking lever 99 aboutits pivot |00 and increasingthe tension on spring 94. The limit to which this tension may be increased is reached when a stem |04 associated with the movable abutment 98 lengages the inside wall of the plunger 93.

Now the parts are so arranged that regardless of the tension placed on spring 94, when pendun quired to move the pendulum between disengagement of contacts .89 and 9| and engagement of contacts 88 and 92 will be constant, regardless of the retardationrequired to first cause disengagement of contacts 89 and 9|. f

The application holding valve device l1 is embodied in a casing having a diaphragm |l2 defining twoy chambers ||3 and II4. Suitably secured to the diaphragm |I2 is a stern H5 which 'f is recessed to receive a slide valve H8. so as to chamberA |05 and feed valve device 59 to the brake move the slide valve coextensive with movement ofthe' diaphragm. The stem H5 is provided' with a" flanged shoulderII'I for engaging the 'bottom side of chamber- H4 tolimit the downward" movement vof theslidevalve H6.'

"Disposedfin the Ychamber I I3 is a spring H8 zwhichact's upon the diaphragm |I2 to urgexit olownvardlyf Stems I I9 and |20jinterfitting with boresY |2I'fand |22] respectively, Vserve to guide Vmovement of the' diaphragm. y

The chamber I I4 is connected by pipe'and passage' |24? to' a main reservoir pipe |25, which is connected to the'main reservoir 60. The charnberxli'll is also at times connectr-d4 by a pipe and passage 1126 tdafcheck valvefdevice |21, which in turn'isV connected bypipe |28 to the auxiliary reservoir-35. When the diaphragm H9 is in its yuppermost yposition, 'as shown, `a cavity III in slide valve H9 beobserved fromthe drawing, each check valvek only.

Connected vbetween the magnet valve device and the automatic valve device i2, and to the brake cylinder 4Iltis adoublecheck valve device |34. This check valve device has a shiftable slide device` permits the flow of fluid in one direction fil valve |35 for establishing communication between a straight air pipe |35 and a brake cylinder pipe |31 leading to the brake cylinder I0', or between a pipe i38 from the automatic valve device I2 to the brake cylinder pipe |31.

When the invention is adapted to a braking equipment for a train, at least one brake cylinder Ill, a double check valve device |34, a magnet valve device |I, an automatic valve device I2, an auxiliary reservoir 35, a supply reservoir |30, an application holding valve device I1, and two check valve devices |21 are` provided on each car of the train, while the other parts shown are provided only on the head end or control car. The brake pipe I5 and main reservoir pipe E25 extend throughout the train in the usual manner and connect to the devices on each train as indicated in the drawing.

The operation of this embodiment of my invention is as follows.

Charging and running condition When the brake equipment is being put into service for the first time, uid under pressure is supplied to the main reservoirr 60 from the usual type compressor (not shown). From the main reservoir uid under pressure will ow through the main reservoir pipe |25 to chamber I I4 in the application holding valve device I1. Before the equipment is charged spring IIS will have actuated diaphragm I|2 downwardly, so that slide valve II6 now uncovers passage |26. Therefore. as fluid under pressure flows from the main reservoir pipe |25I to chamber H4, it fiows through pipe and passage |26 to the check valve device |21, where it unseats ball valve E32, and then fiows through pipe |28 to the auxiliary reservoir 35 and the slide valve chamber 21 of the automatic valve device I2.

The pressure of the fluid in the slide valve chamber 21 actuates piston 3| upwardly, compressing the graduating stop spring 4|, thereby causing main slide valve 29 to uncover passage 42. Fluid then flows from the chamber 21 to the double check valve device |34, where it shifts the slide valve |35 to the left and then flows through pipe |31 to the brake cylinder II). During initial charging of the system therefore the brakes are initially applied.

From the main reservoir 60, fluid under pressure also flows through the restriction'62 and pipe 6I to the`feed valve device 59, from whence it flows through pipe 63 and passage |08 to charnber |05. With the brake valve handle 84 in release position or some position in the service Vapplication zone, fluid will flow from chamber |05 through port |09 to the brake pipe I5. From the brake pipe I5 fluid under pressure will flow through pipe and passage 36 to the piston chamber 28 in the automatic valve device.

Due to the presence of the restriction 62 and feed valve device 59 in this communication to the i brake pipe, the pressure in the brake pipe I5 and piston chamber 28 will build up somewhat slower than the pressure in the slide valve chamber 21. However, when the pressure in chamber I I4 ofthe application holding valve device I1 reaches a predetermined value, it will have actuated diaphragm |I2 upwardly far enough to have shifted slide valve IIB to the position where passage |26 is lapped. The supply of fluid to chamber 21 Will therefore be cut off.

As the pressure in the piston chamber 28 continues to rise, the pressure above piston 3| will soon overbalance that below and the pistonwill move downwardly to release position, where cavity |40 in slide valve 29 connects passage 42 to exhaust port |4I, to release uid under pressure from the brake cylinder I0 to the atmosphere.

When the system is fully charged the positiony of the parts of the application holding valve device I1 will be as shown. It will thus be seen that in charging up the system for the first time, or at any time when the system has become wholly discharged, the brakes are first applied and held applied until the system has been charged to a predetermined degree, this degree preferably being such that if no further charging took place the system would be adequately charged to insure a brake application great enough to stop the train.

VVWhen the parts of the automatic valve device I2 are in release position, as shown in the drawing, the auxiliary reservoir 35 will be charged to normal pressure value through the feed groove 39. The supply reservoir |30 is charged from the main reservoir pipe |25 through the check valve device Y|21 connected therebetween. In both check valvedevices |21 I prefer to make spring |33 such that a chosen differential of pressure, as for example ten or twenty pounds, will be required to unseat the ball valve, so that as the duid expands in passing into the supply and auxiliary reservoirs such moisture as is contained therein will be deposited in these reservoirs, from which it may be drained off.

When the brake system has been fully charged, the parts will assume the positions shown in the drawing. While the train is running, of course, the brake valve handle 84 is maintained in the release position, in which position the brake pipe I5 is maintained charged to feed valve pressure through the communication already described.

Electropneumatz'c service application When it is desired to effect a normal or electropneumatic service application of the brakes, the brake Valve handle 84 is moved into the service application zone to a degree or an extent according to the desired degree of braking. When the brake valve handle is thus moved, the release valve 68 is first seated and then the supply valve 51 is unseated as previously described. Fluid under pressure will then be supplied to the pressure chamber 56 to a degree corresponding to the brake valve handle movement.

From chamber 56 fluid under pressure will flow through control pipe |42 to chamber 46 in the pneumatic switch device I3. The pressure of fluid thus supplied to this chamber will actuate diaphragm 45 downwardly to open release contacts 50 and to thereafter close application contacts 5|. Opening of release contacts 50 deenergizes the release electromagnet in the magnet valve device II, by interrupting a circuit thereto from a battery |43, which circuit includes conductor I 44, contacts 50, conductors |45 and |46, the release electromagnet and ground connection |41.

Closing of application contacts 5| effects energization of the application electromagnet in the magnet valve device II by completing a circuit thereto from the battery |43, which circuit includes conductor |44, contacts 5|, conductor |48, retardation controller contacts 89 and 9|, conductors |49 and |50, the application electromagnet and ground connection |41.

Deenergization of the release electromagnet effects seating of the release valve 23, thus closing a communication between the straight air pipe |36 and the atmosphere, which communica# tion included pipe and passage I5I, and exhaust port I52.

Energization of the application electromagnet effects unseating of the suppl;7 valve 20, and fluid under pressure then iiows from the supply reservoir |30 through pipe |53, past the unseated supply valve 20, and through pipe and passage'I5I to the straight air pipe |36. From the straight air pipe |36 fluid under pressure flows to the double check valve device |34, where it shifts the slide valve |35 to the right and then flows through brake cylinder pipe |31 to the brake cylinder I0.

From the straight air pipe |36 Huid .under pressure also flows to the lower chamber 41 in the pneumatic switch device I3. When the pressure in chamber 41 is slightly below that in chamber 46, diaphragm 45 will move upwardly to open contacts 5| and thus interrupt the circuit to the application electromagnet. When this takes place the brake application will be lapped and the brakes will be thus applied to a degree according to the degree or extent of movement of the brake valve handle 84.

As previously explained, for any position .of the brake valve handle 84 in the service application zone the brake pipe I5 is maintained connecte to the feed valve device59. f

Fluid under pressure supplied to the control pipe |42 from the brakevalve device I4 also flowsV to piston chamber |82 in the retardation controller device |6. The pressure of uid thus sup' plied to this chamber actuates piston I8I to the' left to increase thetension on spring 94 according to the pressure in the control pipe |42. Since the pressure in control pipe |42 at all times corresponds to the position of brake valve handle 84, it follows that the tension placed on the springV 94, and hence the setting of the retardation controller device, also corresponds to brake valve handle position.` A c y With the brakes applied as described the train Will begin tov decelerate, and if the rate of retardation should increase to a degree where pendulum 86 of the retardation controller device is urged tothe left far enough for contact 89 to disengage from contacts 9|, then the circuit to the application electromagnet in the magnet valve device will be interrupted, sothat the degree of brake application cannot thereafter increase unless the brake valve handle 84 is actuated further into the service application zone. Y

If the retardation is great enough for pendulum 86 to be swung to the left far enough for contact 88 to engage and bridge contacts 92, then a bypass circuit is establishedto the release train conductor |45, which by-pass circuit includes beginning atbattery |43, conductors |44 and |54, retardation controller contacts 88 and 92, and conductor |55. The release electromagnet in the magnet valve device II will thus be again energized to effect unseating of the release valve 23. Unseating of this release valve reestablishes the communication from the straight air pipe |36 to the atmosphere, to release fluid under pressure from this pipe and thus diminish the degree of exhaust port I4 I. L

Pneumatic service application If for any reason the electropneumatic portion Vof the brake equipment described should be rendered inoperative, a service applicationmay be made by moving the brake valve handle 84 to the pneumatic service position and let-ting it remain there until the brake pipe pressure will have been reduced at a servicerate to a degree acccording to theA desired degree of application of the brakes.

AsV the pressure in the brake pipe reduces, and accordingly that in the pistonchamber 28 of the automatic valve idevice I2, the overbalancing pressure in the slide valve chamber 21 will actuate the piston 3| upwardly until it engages and is arrested by the graduating stop 48. As before explained, when this takes place'port 38 in slide valve 49 will have been brought into registration with the passage 42, and graduating valve 30 will have uncovered port 38. Fluid under'pressure will then flow from the Aslide valveY chamber 21 and auxiliary reservoir 35, through port 38, passage y42 andpipey |38 to the double check valve device |34, Wherevslide valve |35 will be shifted to the left, andthen through pipe |31 to the brake cylinder I0. l

' As the pressure in slide valve chamber 21 approaches equalizationA with the pressure in piston chamber 28, piston 3| will move downwardly and shift graduating valve 38 to lap positionv where port 38 will be blanked. y

Since the retardation controller device I6 controls only the magnet valve device II, it will be obvious thatthe rate vof retardation will not be limited by this device. However, the" degree of pressure is thus restored, piston 3| vwill move tov release position, and the brake cylinder I0 thus connected through cavity |40 of slide valve 29 tol Emergency application When it is desired to effect anv emergency ape plication of the brakes, the brake valve handle 84 is moved to and left in the emergency position, where the. brake pipe will be vented rapidly to the atmosphere, and the maximum pressure will be established in pressure chamber 56. .Assuming that all portions of the brake equipment Vare fully operative, Y both the electropneumatic and .the automatic portions will operate in the manner already described for the two types of service application. DueY to the brake pipe pressure being reduced rapidly, piston 3| of the automatic valve device I2 will, Y however, move upwardly compressing the graduating stop spring 4| until it seals against gasket 43. It will therefore be apparent that the magnet valve device will connect supply reservoir |30 to the left side of the double check valve device |34, while the automatic valve device l2 will connect the auxiliary reservoir 35 to the right side.

Now since the magnet valvedevice is under control of the retardation controller device i6 it is preferable that the pressure of fluid supplied by the magnet valve device shall exceed the pressure of fluid supplied by the automatic Valve device, so that the slide valve |35 in the double check valve device |34 will be actuated to the right and f fluid will flow from the supply reservoir |36 to the brake cylinder ||J to effect a brake application. The brake application will therefore be controlled by the retardation controller device in the same manner as described for the electropneumatic service application, the retardation controller device b-eing conditioned by the supply oi fluid under pressure from the control pipe |42 to the piston chamber |62 to permit the maximum permissible rate of retardation.

In case there should be a subsequent failure of the electropneumatic portion, such that the brake application tends to diminish, slide valve |35 in the double check valve device |34 will be shifted to the left and the brake application will be maintained by the supply of fluid under pressure from the auxiliary reservoir to the brake cylinder. It will thus be seen Vthat the brake application is assured by the operation of both the electropneumatic or straight air portion and the automatic portion. f

When it is desired to effect a release of the brakes following an emergency application, the brake valve handle 84 is returned to the release position, and the release will be effected in the manner as heretofor described for a service application.

While I have described my invention with particular reference to one embodiment thereof, it is to be understood that I do not intend to be limited to the specic construction and arrangement of parts as shown, or otherwise than by the spirit and scope of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

l. In a vehicle brake system, in combination, brake means, a control pipe to which fluid under pressure is supplied to effect an application of said brake means, means for effecting a supply of fluid under pressure to said control pipe, a retardation controller device for limiting the degree of application of said brake means, and means for adjusting theY setting of said retardation controller device directly according to the pressure of fluid supplied to said control pipe.

2. In a vehicle brake system, in combination, brake means, a switch device having a chamber and being operable to control the degree of application of said brake means according to the pressure of fluid supplied to said chamber, a retardation controller device operated according to the rate of retardation of the vehicle and being adjustable to permit different maximum rates of retardation, and means for adjusting the setting of said retardation controller device directly according to the pressure of fluid supplied to said chamber.

3. In a vehicle brake system, in combination, brake means, a control pipe adapted to have fluid under pressure supplied thereto to effect and -controlthe degree .of application of said brake means, means for controlling the degree ofy fluid under pressure supplied to said pipe, a .retardation controller device having an elementmovable according lto the rate of retardation of the vehicle, means controlled by said element for controlling the degree of application of said brake means, and means for opposing movement of said element directly according to the degree of pressure in said Vcontrol pipe.

4. In a vehicle brake system, in combination, a brake cylinder, a control pipe, means for supplying fluid under pressure to said control pipe according to a desired degree of application of the brakes, means for effecting a supply of fluid under pressure to said brake cylinder according to the degree of pressure in said control pipe, a retardation controller device for limiting the pressure established in said brake cylinder according to a selected rate of retardation, and means for adjusting said retardation controller device to select a 'rate of retardation corresponding directly to the pressurer of fluid in said control pipe.

5. In a vehicle brake system, in combination, brake means, a control pipe, a self-lapping valve device operable to supply fluid under pressureto saidpipe to a degree according to the degree of operation thereof, means' responsive to the pressure of uid in said pipe for effecting an application of said brake means to a corresponding degree, a retardation controller device for limiting the degree of application of said brake means, and means responsive to fluid in said control pipe for adjusting the setting of said retardation controller device according to the degree of pressure in said control pipe.

6. In a vehicle brake system, in Combination, brake means, electroresponsive means for controlling application of said brake means, a control pipe, a pneumatic switch device responsive to the pressure of fluid supplied to said pipe for controlling said electroresponsive means, a retardationY controller device for also controlling said electroresponsive means to limit the degree of application of said brake means according to a selected rate of retardation, and means for adjusting the setting of said retardation controller device according to the pressure of fluid supplied to said control pipe.

7. In a vehicle brake system, in combination, a brake cylinder, electroresponsive valve means for controlling the supply of fluid under pressure to and its release from said brake cylinder, a pneumatic switch device controlling energization and deenergizaton of said electroresponsive valve means, means for supplying fluid under pressure to effect operation of said pneumatic switch device, contact means for also controlling energization and deenergization of said electroresponsive valve means, and means operable at a rate of retardation corresponding to a pressure equal to or greater than that of the fluid supplied to operate said switch device for transferring control of said electroresponsive valve means from said pneumatic switch device to said contact means. h

8. In a Vehicle brake system, in combination, a brake cylinder, electroresponsive Valve'means 0perable when energized to effect a supply of fluid under pressure to said brake cylinder, a pipe adapted to have fluid under pressure supplied thereto, a pneumatic switch device responsive to the pressure of fluid supplied to said pipe for effecting energization of said electroresponsive valve means, normally closed contacts adapted when opened to effect deenergization of said electroi ans.

"responsive valve means, means operative in accordance with the rate of retardation of the vehicle for controlling opening of said contacts, and means controlled by the pressure of fluid in said, pipe for controlling operation of said last In a vehicle brake system, in combination, a brakeV cylinder, means for effecting a supply of 'iiuidunder pressure to said brake cylinder, an

electroresponsive valve device operable when energized to effect a release of fluid under pres- A sure from said brake cylindenlfluid pressure operated switch means for eiecting deenergization 'of said electroresponsive valve device, normally open contacts adapted when closed to effect energization of said electroresponsive valve device, means governed by the rate of retardation of the vehicle for controlling closing of said contacts,V and fluid pressure operated means for controlling operation of said last means.

10. In a vehicle brake system, in combination, a brake cylinder, a control pipe, means for supplying fluid under pressure to said control pipe according to a desired degree of application tothe brakes, means for effecting a supply of fiuid under pressure to said brake cylinder according to the degree of pressure in said control pipe, a retardation controller device having an element movable according to rate of retardation of the vehicle, means governed by movement of said element for limiting the pressure established in said brake cylinder, spring means for opposing movement of said element, and means for adjusting the opposition `exerted by said spring means to movement of said element directly according to the pressure of fluid in said control pipe.

11. In a vehicle brake system, in combination, brake means, a control pipe adapted to have fluid under pressure supplied thereto to effect and control the degree of application of said brake means, means for controlling the degree of uid under pressure supplied to said pipe, a retardation controller device having an element movable according to the rate of retardation of the vehicle, electroresponsive valve means controlled by said element for controlling the degree of application of said brake means, spring means for opposing movement of said element, and means directly responsive to the degree of pressure in said control pipe for controlling the degree'of opposition exerted by said spring means directly in accordance with the pressure in said pipe.

12. In a fluid pressure brake system, in combination, a brake cylinder, a brake pipe, a first valve device having a first chamber connected i to said brake pipe and a movable abutment subject on one side to pressure of uid in said first chamber and on the other side to pressure of c fluid in a second chamber, said first valve device being adapted to control a communication from said second chamber to said brake cylinder, and being normally in a position to close said communication when said .brake system is discharged, and a second valve device controlling a communicat-ion to said second chamber and being operable when the brake system is discharged to maintain said communication to said second chamber open and to close said communication at a predetermined pressure of fluid supplied therethrough, said iirst valve device being operable upon supply of fluid under pressure to said second chamber to open the said communication to said brake cylinder to permit fluid under pressure supplied to said second chamber to ow to said brake cylinder, and being operable subsequently upon supply of fluid under pressure toi said first chamber from said brake pipe to close the communication to said brake cylinder. 13. In a vehicle brake system, in combination, a brake cylinder, an automatic valve device for controlling the supply of fluid under pressure to and its release from said brake cylinder, said automatic valve device having a rst and a second lchamber'and a movable abutment subject on one side` to the pressure of fluid supplied to said first chamber and on the-other side to pressure of uid supplied to said second chamber, means for supplying fluid under pressure to both of said chambers when initially charging the brake system, and means for causing the rate of supply to said second chamber to exceed that to said rst chamber and to cut oi the supply to said second chamber at a predetermined pressure, said automatic valve device being operable so long asthe supply to said second chamber exceeds that tc-said first chamber to effect a supply of fluid under pressure to said brake cylinder, and to cut off said supply to said brake cylinder following cutting off of the sup-ply toy said second chamber, 14. In a vehicle brake system, in combination, a brake cylinder, a normally uncharged pipe, Aself-lapping means operative to cause fluid under pressure to be supplied to said pipe and a pressure to be established in said brake cylinder according to the pressure in said pipe, inertia means movable, upon retardation of the vehicle for effecting release of pressure from said brake cylinder as long as the retardation of the vehicle exceeds a certain rate, and means subject to the pressure of fluid in said pipe for varying the said certain rate according to the pressure in said pipe.

ELLIS E. HEWITT. 

